BMW S 1000 R 2014 Review

I’ve seen most things on motorcycle launches: ‘brushes’ with the constabulary, bingles, mechanical failures, extreme weather patterns, and some personality clashes. But I’d never had to mount a tree on a road bike – until the Australian media launch of the all-new BMW S 1000 R nakedbike in northern NSW. And there’s nothing like a hefty piece of nature to upset normal programming.

The young gum lost its will to survive as AMCN’s Paul Young and I peeled into a 45km/h sign-posted right-hander, both the S 1000 Rs humming along with precision as only a true-blooded sports naked can. The tree fell about three metres in front of us at a 90-degree angle, no time but to track right over the top of it – our bikes and bodies preserved for the single fact that we traversed a smaller part of the trunk.

And if it had hit one or both of us flush? I can only visualise a Warner Brothers cartoon where a character is tapped into the terra firma until they disappear (think characters like Elma Fudd or Daffy Duck at the tail end of another Bugs Bunny setup), or perhaps we may have ended up with necks like former English test fast bowler Gladstone Small. And how many blokes did it take to drag it off the road? Eight, with room for embellishment as the years pass.

The close call with the Aussie bush alone ensures that the S 1000 R won’t be forgotten in a hurry, and the fact that it’s also a ball-tearer of the highest order also has something to do with it.

I’ll admit that I was a bit of a worrywart when the S 1000 R was first announced. Sure, it had all the cutting-edge rider aids of the S 1000 RR it is based on, but the power peak was dropped from a fairly ferocious 193 to 160hp. I was, probably like, a lot of other people, looking forward to the full horsepower flavour, but as it turns out that was just a misguided piece of testosterone-led anticipation that was quickly turned on its head. No anti-climax at all.

So while the top end hit isn’t so lethal on the S 1000 R – and one which leaves the KTM Super Duke R 1290 as the clear leader in the knock-your-socks-off naked sports cauldron -- the power delivery has been altered by BMW Motorrad so that torque takes centre stage – in essence, the whole equation has been flipped.

The S 1000 R and S 1000 RR produce the same amount of torque – 112Nm – but the S 1000 R disseminates its best work at a lower rpm (9250rpm vis-à-vis 9750rpm), and up until 7500rpm the new naked develops about 10Nm more torque than the S 1000 RR.

The retuning – it’d be wrong to label it a detuning exercise – absolutely hits the spot, producing not only a more flexible powerplant, but one that still refuses to break stride when in hard, hit-the-stops acceleration mode – aided and abetted with the standard-issue quickshifter. Punching out of corners has always been a delight on the S 1000 RR, but it’s even more fun on the S 1000 R, with a nice roar on acceleration and crackle on the overrun.

In a nutshell, the increase in torque at a lower rpm -- achieved by predictable measures such as revised cylinder head porting, cam profiling, lowering compression and tweaking the engine management software – has taken this engine to the next level, without sacrificing personality. Actually, I reckon there’s more character in S 1000 R guise, but it may just be a sign I’m getting older…

Because the S 1000 R engine is so flexible – it pulls from sixth gear barely above tickover -- and it holds a constant throttle with ease, it’s a great bike to churn out the kilometres, even more so with a nice, neutral seating position – it doesn’t feel like you’re on top of the bike, or wedged too far in it for that matter – and a comprehensive suite of dash functions. A lack of weather protection – other than a small fly screen which does help to create a little riding bubble -- would be an obvious bogey, but that aside throw on some accessory luggage such as the rear soft bag ($522) and you’re right to go.

The Australian-spec S 1000 R, which retails for $18,990, comes standard with four riding modes: Rain, Road, Dynamic and Dynamic Pro. In other markets, Dynamic and Dynamic Pro are only available as an option.

Switching between modes is easy and intuitive – no clumsy menu to scroll through. Rain mode restricts the engine to a maximum of 136hp and 104Nm, while the throttle response is appreciably softened. As well, traction control and the anti-lock braking – when they are activated, as they are switchable – intervene sooner, making wheelstands and stoppies just about impossible.

Toggle through the modes and the intervention becomes less pronounced – totally free in Dynamic Pro to the extent that there’s no rear anti-lock braking with foot brake activation and you can wheelstand your way into the record books if you like.

It’s complex, like most modern-day BMWs, but let the backroom boys worry about the algorithms and formulas, as riding the S 1000 R is an exercise in seamless integration and superb calibration of all the modes and functions. And flawless ride-by-wire-delivered power sets the building blocks. Brilliant.

Apart from the removal of the handlebar and fairing (what’s left of the latter is just for pure aesthetics), the S 1000 R looks near identical to the S 1000 RR. However, there are some fundamental changes to the geometry and ergonomics which do set them apart.

Stability is a focus, with the wheelbase 22mm longer on the S 1000 R, trail is increased by 0.5mm, and the steering head angle is 0.8 degrees less. As well, the footpegs are positioned lower (by 23mm) and further forward. And, of course, there are the high handlebars.

The S 1000 R is comfortable, with a slight forward cant – it actually still feels and handles like a sports bike, with plenty of weight over the front end. Whether it’s the most agile bike in class will have to wait for a proper comparison test, but in isolation it feels extremely planted.

The S 1000 R’s chassis certainly handles all the stresses that comes with 160hp and 112Nm, whether it’s tracking through fast sweepers or tight hairpins. But what it doesn’t have is a wide steering lock…

The standard S 1000 R comes with fully adjustable suspension, with the bike maintaining the ignition key-adjustable compression and damping clickers that are numbered for easy reference. It’s a gloriously user-friendly set-up that still hasn’t been copied by BMW Motorrad’s opposition, which seems hard to fathom.

If you want more than the base set-up, dynamic damping control (DDC) suspension is available as part of the ‘Dynamic Package’, which costs $1150 and also includes heated grips, white LED indicators and engine spoiler. An alarm ($505) is the only other factory-fitted option.

The self-adjusting DDC comprises the Sachs shock and 46mm upside-down fork, replicating the HP4 setup. The base settings of DDC are synchronised with the four riding modes, starting with a lusher setup in Rain, while Dynamic Pro supports a “very sporty riding style”.

Unlike the HP4 there’s not as much fine-tuning for the S 1000 R’s DDC– the rider simply chooses between Soft, Normal or Hard response settings and the bike does the rest. You can certainly feel the differences between the three damping modes, but it’s not a massive gulf – after all this is a sports naked and not a big tourer like the R 1200 RT which requires a wider terms of reference.

Again, switching between the damping modes – like the power modes – is easily done via a handlebar switch while the bike stationary or on the fly.. Preload remain a manual adjustment.

Compared to the standard suspension, the DDC does feel a lot firmer, even when the Soft setting is selected. But it’s also more responsive, and I’d be adding to the Dynamic Package with my S 1000 R purchase – which still gives the bike an attractive $20,140 price tag.

The Brembo brakes, as expected, are extremely powerful on the S 1000 R, with a level of anti-lock sophistication and calibration that has completely altered my mindset: I don’t even contemplate switching the system off all day, especially with some inclement weather thrown into the mix.

BMW Motorrad categorises the S 1000 R in its ‘Roadster’ range, which includes bikes like the F 800 R, K 1200 R, K 1300 R and the all-new R nine T anniversary edition machine (standby for a test on that one as well). That classification seems a little incongruous for such a powerful, fine-tuned scalpel, but cataloging aside this is one of the finest nakedbikes on the market, with an amazing amount of technology in the $18,990 price tag – and even more technical wizardry if you select the Dynamic Package.

There’s some potent opposition in this class -- the Super Duke R, Kawasaki Z1000, Ducati Monster 1200, Aprilia Tuono V4R, Triumph Speed Triple and Ducati Streetfighter S – and the S 1000 R has now added to the grand collection. The 2014 mega nakedbike test could be one for the ages. Yeehaa!

PERFORMANCE
Maximum power: 160hp (118kW) at 11,000rpm
Maximum torque: 112Nm at 9250rpm

TRANSMISSION
Type: Six-speed
Final drive: Chain
Clutch: Wet

CHASSIS AND RUNNING GEAR
Frame type: Aluminium bridge, engine self-supporting
Front suspension: Inverted telescopic 46mm fork, fully adjustable (electronically adjustable damping available ex-factory)
Rear suspension: Monoshock, fully adjustable (electronically adjustable damping available ex-factory)
Front brakes: Twin 320mm discs with four-piston radial Brembo calipers, ABS
Rear brake: Single 220mm disc with single-piston Brembo caliper, ABS
Wheels: Cast aluminium – front 3.50 x 17, rear, 6.00 x 17
Tyres: Pirelli Diablo Rosso Corsa -- front 120/70-17, rear 190/55ZR17

DIMENSIONS AND CAPACITIES
Claimed wet weight: 207kg
Seat height: 814mm
Wheelbase: 1439mm
Fuel capacity: 17.5 litres

OTHER STUFF
Price: $18,990
Factory fitted options: Dynamic Package (Dynamic damping control, heated grips, white LED indicators  and engine spoiler) $1150; alarm $505
Colour: Solid Racing Red, Frozen Dark Blue Metallic or Solid Light White
Warranty: 24 months, unlimited kilometres